Railway brake



March 24, 1925. 1,530,838

G. V. LOMONOSSOFF RAILWAY BRAKE m Filed Oct. 6, 1922 5 SheetS -SheQt 1 March 24, 1925. 1,530,838

G. V. LOMONOSSOFF RAILWAY BRAKE Filed Oct. 6, 1922 s Sheets-Shed 2 as w Patented Mar. 24, I925.

UNITED STATES GEORGE V. LOMONOSSQFF, OF BERLIN-GHARLOTTENBURG, GERMANY.

RAILWAY BRAKE.

Application filed October 6, 1922. Serial No. 592,920.

To all w/iom 2'25 may; concern:

Be it known that I, GEORGE V. LOMONOS- sorr, professor and mechanical engineer or BerliirCharlottenburg, Germany, have in vented certain new and useful Improvements in Railway Brakes, for which I have filed applications in- Germany, 10, F ebruary, 1922; Austria, 13, March, 1922; Belgium, 24,- March, 1922; Cechia, 22, March, 1922; France, 25, April, 1922; and of which the following is a specification.

The invention relates to a railway brake, the special feature of which is that it may be constructed as either one or two piped brake, i. e., with either one or two pipes running along the train for handling the brake cylinders, whereby a perfect working of the brakes is made possible. Further it is possible that carriages having two pipes can be coup-led with carriages having only.

one pipe and lastly it is also possible to combine wagons fitted with brakes according to the new invention with wagons con taining the known lVestinghouse or New York brakes.

Further essential parts of the invention consist in a row of important details which are clearly explained in the following description.

In the drawings the invention is illus trated- Fig. 1 is a diagran'imatic view of the who-1e brake built with two pipes.

Fig. 2 is a diagrammatic view of the whole brake built with one pipe.

Fig. 3 is a longitudinal section of the main brake valve.

Fig. 4t is a. cross; section of the main brake valve.

Fig. 5 is another cross section of the main brake valve. I

Fig. 6 is a. longitudinal section of the pressure gradation regulator. I

Fig. 7 is a longitudinal section of the air distributor.

In the first constructional form according to Fig. 1 showing a two piped systemthe steam pump 1 of the locomotive feeds the main air container 2 with air, from which container the air runs through a reducing valve 3 to the emergency brake valve 4:, which also,

is directly connected with the main con-' tainer. Out of the emergency brake valve 4: a tube passesto the main brake valve 5,

and in their turn are furnished by feed cocks 15 with air from air feed pipe 16, which runs along the train. The. single parts of the said air feed pipe 16 in the like manner as the parts of the main air pipe 8, are connected byconnecting cocks 17 and connecting tubes 18. In both the air pipes 8 and 16 dust collectors'19 are fitted.

For regulating the action of pumping a pressure regulator- 20 is provided which works under the control of the air pressure;

for showing theair pressure a manometer 21 is provided, whose pointer on one side is influenced by the pressure existing in the gradated aircontainer 'l' and on the other side by pressure existing in the main tube 22 of the main container i The emergency brake valve 4: is a known triple bored cock. In the first position it connects the'air feed pipe 16 and the main brake valve with the reducing valve 3, in the second position the air feed pipe andthe main brake valve are disconnected from the main air container, in the third position the air feed pipe 16 and the main brake valve are dlrectly connected to the mam container 7 2 short circuiting the reducing valve. 3.

The first position is the normal working position. The second position serves for running the train with two locomotives. The third position is used as emergency brake positionpwhich at themost is used during one minute and then is again returned to normal position.

Hereafter I describe'the second mode of construction and then the single parts, j

which are the same in both. cases.

The second constructional form Fig. 2

which is constructed on single pipe system llili nected therewith and these parts are desig- V 1 ans nated by the same reference numerals. The feed air pipe 16, the feed valve 15, and the iunctions of the emergency brake valve 4, are not used and this emergency brake valve which in Fig. l is a triple bored cock is in Fig. 2 replaced by a simple valve.

The single parts are the following firstly in the locomotive.

In the main brake valve according to Fi 3 is a cock whose casing by a channel 41 communicates with the tube coming from the emergency brake valve.

In the first position (resting position) this channel 1-1 through a slot 42, the middle boring i3, and a further channel 4A, of the cock cone 45 is in connection with an upper channel l6 which leads to the pressure gradation regulator and to the grada-ted pressure container; at the same time the air passes through the middle boring to the adjoined outlet and into the main air pipe (Figs.

1 t the same time by narrow connecting channel 48 the air passes into the chamber 4-9 provided above the cone, so that thereby in combination with a spring 50 loading the cone, this cone is balanced and can be easily handled by its lever 51. This position serves to till upthe pipes with the normal pressure as given by the reducing valve 3.

In a second position for graduallyreleasing the brake, a ring channel 56 is connected with the upperchannel 46a connecting channel l1, and a lengthwise running channel 52, and thereby the air flowsinto the upper chamber of the pressure gradation regulator; at the same time the cock cone boring 43 by the channel 58 and the connecting channel 53, connects the main air pipe to the lower chamberof the pressure gradation regulator.

in a third position which serves for maintaining a certain grade of braking, the lengthwise running channel of the cone is separated from the entrance boring ll.

whilst the boring 58 is'still in connection with the channel 53 and thereby adjoins the under. chamber oi? the pressure gradation regulator. ln this position the loss of air from the main air pipe is always automatically filled up so that the braking action does not spontaneously strengthen itself by air losses caused by leakage.

In a iourthposition serving for the gradupressure gradation regulator by channel 46 and 56 and opening is also brought into connection with the atmosphere.

The pressure gradation regulator according to Fig. 7 comes into work firstly in con nection with the gradual braking position of the mainbrake valve. Hereby the air passes out of the main container 2 through air tube 22 and the main brake valve into the upper chamber 61 passing through the channels 62 and 63. Accordingly the piston 64 goes downwards and opens by its annular projection the valve 65 and through this valve the air from the maincontainer is allowed to flow through the connecting channel 66 to the under chamber 67 from which it rushes further through the channel 68 and the main brake valve into the main air pipe. Thereby it gives a pressure in the main air pipe equal to the pressure in the upper chamber 61 and on account of the selection of this pressure by means of the main brake valve the main pressure can be diminished in gradation at will.

In the position of the main brake valve for maintaining the chosen braking grade the upper chamber 61 is shut up from the main air container and maintains the pres sure with which it was filled up last. i The under chamber 67 is thereby kept in connection with the main air pipe by the main brake valve, and accordingly on account of the sinking of the pressure in the said chamber the balance of piston 6% is disturbed so that this piston goes downwards and allows the air to pass through the valve 65, which is thereby opened, whereby the main pipe by the passages 66, 65, 67, 68 is again filled up. In this manner every loss of air is automatically restored.

In the'position of the .main brake valve for gradually braking the upper chamber 61 of the pressure gradation regulator keeps connection with the atmosphere by the channels 63 and 62 and the main brake valve, the piston 64 goes upwards and takes with it the valve cone 69. and thereby brings the under chai'uber 6'? in connection with the atmosph'eric channel 70 so that the pressure in the main air pipe is lowered in the manner ruled by the main brake valve; thereby ever-y raising of the braking force can be obtained gradually.

In the remaining positions of the main brake valve the under chamber 67 of the pressure gradation regulator is shut up from the main air pipe.

In the foregoing description the parts arranged at the locomotive and the tender are fully described and the following is the description of the parts arranged at the wagons.

The air distributor shown in Fig. 8 has in its resting position all the movable parts in theposition as shown. In filling up of the pipes, the air passes out of the main air pipe through the channel 71 into the chamber 72, through the circuiting channel 73 in the chamber 7 1 and through the outlet channel 7 5 into the auxiliary container; from the auxiliary container through the channel 7 6 air enters the chamber 77.

By moving the main brake valve to the position of the accelerated looseningjof the brakes and filling up the pipe the pressure in the chamber 72 is quickly brought to the normal height and both the pistons take their resting position quite to the left as shown in Fig. 8; thereby the brake cylinder through the channels 83, 85, 91, as well as 80, 92, 93 is brought into connection with the atmospheric chamber 87 and further by the channels 88 with the atmosphere. The big piston 78 having a smaller surface at the side of the piston rod 79 than 'on the other side, the pressure differences on both sides are balanced by spring 94. 1

' In the main brake valve position for the gradual loosening of the brakes, the pressure in the chamber 72 of the air distributor is gradually made higher, thepistons 75, and 81 go to the left from their extreme right hand or middle position which they had possessedduring the braking period; and

thereby the small piston 81 and the passage 91 is opened, so that the air from the brake cylinder passes outthrough the chamber 85, the passage 91, the atmospheric chamber 87 and the outlet 88. The piston 78 thereby does not come into the extreme left hand position but it is only so far moved from the piston81 until this piston fits in its seat, and thereby the passage 73 and the opening 80 is closed, i. e., the chamber 74 is separated from the chamber 72. 7 I

By the main brake valves position for maintaining the adjusted grade of braking pressurea middle position of the pistons of the air distributor remains if the brake works in the prescribed manner, i. e., no loss of air takes place. If however air losses take place in the brake cylinder on account of leakage of pistons or the connections, this sinking of pressure through channel 83 proceeds into the chamber 85, so that the pistons 81 and 78 go towards the right and the same sheet is attained as in the normal braking position of the main brake valve,

1. e., the pressure in the brake'cylinder is again restored. The pistons then again take up their middle position and the adjusted braking grade is maintained. Q

In the ordinary braking position of the main brake valve the lessening pressure of the main air pipe through channel 71 proceeds to the chamber 72 of the air distributor, the piston 78 goes to the right and shuts the passage 73. Furtherthe piston rod 79 shuts up the boring 80 of the second piston 81 and moves the latter so that it shuts up its air passage 91, pushes against the valve rod 82, moves this part and causes a connection to be made between chamber 77 and chamber 85 through borings 86 and 90. The air rushes out of the auxiliary container through the channels 76, 77, 90, 85 and 83 to the brake cylinder.

In the emergency braking position of the main brake valve a rapid air pressuresinking is caused in the chamber 72 of the air distributor, by which both the pistonsgo quickly to the utmost right position; thereby the valve 8 1 is opened and quick bra-king is attained, this valve does not open during gradual braking as the force of the piston 78 acting upon the rod 82 is so small that the heavy spring 89 of the valve 8-1 is not overcome.

In the emergency braking position of the main brake valve with additional emergency braking by opening the emergency brake Valve 4 in Fig. 1 the air from the main container 2 passes into the main air pipe with its full pressure of 5 atmospheres not lessened by the pressure regulator 3 whilst otherwise only 41 atmospheres come into action.

The brake acts as follows in the double pipe system.

During normal run the feed air pipe 16 is connected to the reducing valve 3 through the emergency brake valve 4 and thereby it remains filled up with so that the auxiliary air containers also remain under, full pressure. At the same time the main air pipe 8 by the main brake valve 5 remains under pressure so that the air distributors 11 of, the wagons make the brake cylinders 12 ineffective.

Braking is effected by moving the main brake valve to its fourth position and thereby allowing the air to pass slowly out of the main air pipe 8, so that the pressure in the latter is reduced slowly and, the air distributors 11 accordingly allow air from the auxiliary air containers to enter into the brake cylinders, the brakes thereby are' softly applied.

For maintaining the braking grade so reached the main brake valve 5 is brought in its third position in which the pressuregradation regulator 6 and container are closed and by these parts every air loss is made up which might arise by leakage of 7' I the pipes, so that the air distributors 11 receive equal pressures and these in their turn ,fill up the brake cylinders 12 from the auxiliary air containers '13 to an equal pressure incase that air escapes in consequence of leakage. In this way bythe pressure gradation regulator 6 the sinking of the pressure in the main air pipe and consecutive augmentation of braking effect is prevented and inversely by the air distributor 11 the sinking of the brake pressure and undesirable sinking of the braking force is prevented i. e., the adjusted braking grade is maintained perfectly upwardly and downwardly.

By amanipulation o'tthe main brake valve between its third and tourth position every desired braking grade is attained and maintained.

For releasing the brake the main. brake valve 5 should be manipulated in a second position by whichthe pressure in the main air pipe 8 is gradually restored so that the air distributors 11 allow the brake cylinders 12 to blowout into the atmosphere. Also here under the effect of the pressure gradation regulator 6 the adjusted braking grade is always maintained so that also during releasing oi the brake every useful releasing grade can be maintained.

The emergency or quick braking is provided by a fifth position of the main brake valve, by which the air through the big main channel is allowed to escape quickly so that also the accelerators 9 uncover further air escape openings and thereby the air distributors 11 immediately send the full pressure of the auxiliary containers 13 in the brake cylinders 12 i. e., the quickest and strongest brake is hereby produced.

Lastly an emergency braking is also possible in which theelnergency brake valves (Fig. 1) is turned to about degrees so that by forming a. by pass to the reducing valve 3 it sends the full pressure of 5 atmospheres of the main air container 2 into the auxiliary container 13 and thereby -th strongest braking is produced.

When running with two locomotives the emergency brake valve at on the second locomotive is brought in such a position that it makes the main brake valve of the second locomotive inettective and only allows the pump 1 and the main air container 2 to fill up thepipe; thereby only the first locomotive controls the train. i

In the single piped brakes the possibility o't quickly ln'aking by aid of emergency brake valve does not exist, as this valve is replaced by a simple valve, in all other respects the ett'ects are the same as in two piped brakes in case that in these the feed cocks 15 of the auxiliarv air containers 13 are shut up. This iueansthat the filling up of the air pipe (3 is eti'ected in the first position of the main brake valve and all the other effects with the one exception that the auxiliary air containers are not constantly held at equal pressure by filling up air but get a lower oressure during braking in consequence of air consumption of the braking cylinders and are filled up only to full pressure after the main brake valve is movedin its resting position. For avoiding unallowable reduction of braking force in consequence of the sinking pressure the auxiliary air containers are constructed about two and a half times bigger than in usual brakes. :Thereby the working of the pressure gradation regulator 6 and the airdistributor'll completely takes place, viz, the perfect maintaining of the adjusted braking grade upwardly and downwardly.

In combined trains with a two piped locomotive the two piped wagons come in the front, thenthe single piped wagons and at the rear end the wagons fitted with estinghouse brakes. Thereby the two piped wagons work perfectly in order with their strong braking act-ion and perfectly maintain the braking grade. The single piped wagons work with weaker action and pen fectly maintain the braking grade, and the lVestinghouse wagons work in their usual known manner.

In the combined trains with single piped locomotive all the single piped and double piped wagons work as single piped wagons and lVestinghouse wagons which may be coupled work in theirusual known manner.

Lastly in the combined trains with Westinghouse locomotive all the wagons work in the known manner of estinghouse wagons, i. e., without maintaining the braking grade but with normal working action. Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be'performed, I declare that what I claim 1. Railway brake system of the pneumatic type, comprising, in combination, a drivers brake valve connected to the main air container and to the train pipe, a pressure graduation regulator containing a piston between two chambers connected to said valve by two channels, and ports in 'said'valve controlling said channels so as to adjust in the first chamber every desired pressure and connect the second chamber to the train pipe in the positions of gradually braking and releasing and maintaining any adjusted braking grade.

2. Railway' brake systen'i according to claim 1, characterized by the tact, that in the pressure graduation regulator the second :chamber, which 1s connected to the train lit) claim 1, characterized by the fact that the drivers brake valve is of the plug cock type, has an axial boring in continuous connection with the train pipe and in diiferent positions, by cross borings, eflects the connections between the air inlet tube, the train pipe and with the two tubes which lead to the chamber of the pressure graduation regulator.

5. Railway brake system according to claim. 4, characterized by the fact that for obtaining a. quick reduction of the pressure in the train pipe for emergency braking the drivers brake valve is fitted both with narrow atmospheric air outlets and also with a further outlet which in a further position is connected to the main air pipe.

6. In a railway brake system according to claim 1 the provision of a brake controlling cock in which a circumferential groove is provided on a level with the boring in the *asing leading to the first chamber of the pressure graduation regulator, the said groove communicating with an axial branch groove adapted to be brought into communication with the air inlet or with atmospheric outlets.

7. In-a railway brake system according to claim 1, the arrangement of the cone of the drivers brake valve projecting out of the casing through a retaining cover the space cylinder and a piston balanced by the forces arising on the one hand from a connection to the auxiliary air container and on the other hand by a connection to the train pipe which piston by valves and a second piston controls the connection of the brake cylinder channel with the auxiliary container channel and the atmospheric outlet, so as to maintain the brake air pressure in accordance witl the adjusted train pipe pressure.

'9. In a railway brake system according to claim 1 using a single train pipe, the provision of auxiliary air containers on the wagons constructed abnormally large, for instance with double or two and ahalf times the usual size, for enabling the air distributor to regularly fill up the brake cylinders even in caseof leakage.

In witness-whereof I affix my signature.

V. LOMONOSSOFF. 

